Trailer hitch with adjustable hitch bar

ABSTRACT

A trailer hitch having an adjustable hitch bar for coupling with a tow vehicle and a front member coupled with the adjustable hitch bar. A rear member couples with a trailer frame and a yoke couples between the rear member and the trailer frame. Converging links connect between the front member and the rear member, whereby the angular position between the front member and the rear member can be varied. The converging links effectively move the pivot point between the tow vehicle and trailer forward of the hitch assembly.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a divisional of U.S. application Ser. No. 12/183,265filed Jul. 31, 2008, which is related to U.S. Provisional PatentApplication No. 60/953,390 filed Aug. 1, 2007 from which priority isclaimed, both of which are hereby incorporated by reference.

STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH

Not Applicable.

BACKGROUND OF THE INVENTION

The first trailer hitches only consisted of a clevis and a pin, andlater a ball mounted on the framework of a tow vehicle or a ball mountinserted into a receiver type hitch. These types of trailer hitchesallowed for movement in all directions between the tow vehicle and thetrailer. However, all that movement can negatively affect steering,braking, control, and overall vehicle performance. In addition, theincrease in gross trailer weights over the years created the need fortrailers that can handle different size weights, both large and small.

To accommodate different gross trailer weights, trailer hitches forlight vehicles and trailers, such as autos, vans, SUV's, and pickuptrucks, are generally one of four ratings, divided into Classes I-IV.For the purposes of this patent application, gross trailer weight isdefined as the weight of the trailer when it is fully loaded.Ordinarily, hitches are rated for 10% of gross trailer weight to be onthe tongue, referred to as the tongue weight. For the purposes of thispatent application, tongue weight is defined as the weight put on ahitch ball by a trailer coupler.

A Class I hitch comprises a framework attached to a tow vehicleincluding a ball mount and ball for attaching a trailer coupler. ThisClass is generally rated at 2,000 lb. gross trailer weight. In addition,the ball mount can be either fixed or removable.

A Class II hitch is similar to Class I, except that the rating isgenerally 3,500 lb. Like Class I, Class II can have either a fixed orremovable ball mount.

A Class III hitch only uses a removable ball mount. This style of hitchis known as a “hitch receiver”. In addition to ball mounts, a hitchreceiver can be used with other more complicated types of mounts.

A Class IV hitch is similar to Class III, except it is heavier duty.This Class may be rated as high as 14,000 lbs. gross trailer weight.

To handle heavy trailer loads, a weight distribution hitch was invented.As trailer loads increase, tongue weight also increases. When tongueweight increases too much, it pushes down the rear of the tow vehiclecausing numerous problems. To counteract this problem, the weightdistribution hitch uses spring bars attached to a ball mount and atrailer frame to distribute the tongue weight among all the tow vehiclewheels and all the trailer wheels. As a result, the tow vehicle remainsnearer to level from front to back while the trailer is attached. Whilethis type of hitch is a big improvement over previous systems, it doesvery little to solve the problem of side-to-side movement of the traileror sway, commonly called fishtail sway.

Fishtail sway is caused by the large distance between the rear axle ofthe tow vehicle and the hitch assembly and is aggravated by lateralforces against the vehicle caused by winds or passing vehicles. Previousattempts to solve fishtail sway involve stiffening the connectionbetween tow vehicle and trailer by using various methods of friction.While these methods help some, none completely correct the problem.

Therefore, it would be advantageous to have a trailer hitch thatprevents fishtail sway without stiffening the connection between the towvehicle and the trailer.

DESCRIPTION OF THE DRAWINGS

In the accompanying drawings which form part of the specification:

FIG. 1 is an perspective view of a trailer connected to a tow vehiclewith a hitch assembly constructed in accordance with and embodying thepresent invention;

FIG. 2 is an enlarged perspective view of the trailer connected to thetow vehicle with the hitch assembly;

FIG. 3 is a perspective view of an adjustable hitch bar assembly;

FIG. 4 is a side view of the adjustable hitch bar assembly;

FIG. 5 is a top plan view of the adjustable hitch bar assembly;

FIG. 6 is a side view of an unassembled adjustable hitch bar assembly;

FIG. 7 is a side view of the adjustable hitch bar assembly connected tothe tow vehicle in a declined position;

FIG. 8 is a side view of the adjustable hitch bar assembly connected tothe tow vehicle in an inverted position;

FIG. 9 is a top view of a front member containing a hitch box positionedfor connection with the adjustable hitch bar assembly and the towvehicle;

FIG. 10 is a side view of the front member containing the assemblypositioned for connection with the adjustable hitch bar assembly;

FIG. 11 is a top view of the front member containing the assemblypositioned for connection with the adjustable hitch assembly;

FIG. 12 is a partial side view of the hitch assembly;

FIG. 13 is a partial top view of the hitch assembly during straighttravel;

FIG. 14 is a partial top view of the hitch assembly during a slightturn;

FIG. 15A is a exploded view of spring bar bushings;

FIG. 15B is a perspective view of the spring bar bushing;

FIG. 15C is a top view of the spring bar bushings;

FIG. 16 is an perspective view of a yoke;

FIG. 17 is a partial rear perspective view of a jack assembly;

FIG. 18 is a partial side perspective view of the jack assembly;

FIG. 19 is an perspective view of a lot bar;

FIG. 20 is a perspective view of a turn warning system;

FIG. 21 is an overhead view of an alternate embodiment of a frame withintegrated yoke assembly;

FIG. 22 is a side view of the alternate embodiment of the frame withintegrated yoke assembly;

FIG. 23 is a front view of the alternate embodiment of the frame withintegrated yoke assembly

FIG. 24 is a side view of the alternate embodiment of the frame with anintegrated and elevated yoke assembly; and

FIG. 25 is a perspective view of an alternate embodiment of a lot bar.

Corresponding reference numerals indicate corresponding parts throughoutthe several figures of the drawings.

DETAILED DESCRIPTION

The following detailed description illustrates the invention by way ofexample and not by way of limitation. The description clearly enablesone skilled in the art to make and use the invention, describes severalembodiments, adaptations, variations, alternatives, and uses of theinvention, including what is presently believed to be the best mode ofcarrying out the invention. Additionally, it is to be understood thatthe invention is not limited in its application to the details ofconstruction and the arrangements of components set forth in thefollowing description or illustrated in the drawings. The invention iscapable of other embodiments and of being practiced or being carried outin various ways. Also, it is to be understood that the phraseology andterminology used herein is for the purpose of description and should notbe regarded as limiting.

As shown in FIGS. 1-20, a tow vehicle V is coupled to a trailer T with ahitch assembly 10 of the present invention. Those skilled in the artwill appreciate that the tow vehicle V can be any conventionalautomobile, a van, or truck such as the pickup shown in FIG. 1. Further,as used in the specification and the claims, the term trailer isintended to include any type of towable device or vehicle that can bepulled behind or trails a tow vehicle. The tow vehicle V includes rearwheels 12 which revolve about an axis X. The tow vehicle V includes aconventional hitch receiver 14, which is appropriately secured to thetow vehicle V in any conventional or accepted manner.

The trailer T has a frame 16 which is supported on wheels 18 thatrevolve about a common axis Y, and the frame 16 in turn supports atrailer body 20. The front of the frame 16 forms a so-called tongue orA-frame, in that it has side members 22 which converge forwardly and areconnected at their forward ends to a coupler 24 used to secure thetrailer T to a hitch ball 26 of the hitch assembly 10 (FIG. 2). However,those skilled in the art will recognize that any type of trailer framecan be used. The coupler 24 is a generally spherical socket that opensdownwardly and is sized to receive a conventional trailer hitch ball.The coupler 24 also has a conventional locking device 28 which willclose upon the hitch ball 26 and retain it in the socket. A typicaltrailer also includes safety chains 30 and an electric plug 32.

As shown in FIGS. 1-13, the hitch assembly 10 comprises an adjustablehitch bar assembly 34, a front member 35 containing a hitch box 36, anover-center latch assembly 38, a yoke assembly 40, and a rear member 42.The hitch assembly 10 connects the tow vehicle V to the trailer T fortransferring the pulling and stopping forces of the tow vehicle V to thetrailer T.

As shown in FIGS. 3-9, the adjustable hitch bar assembly 34 adjusts toaccommodate elevation and angle differences between the hitch receiver14 and the front member 35 containing the hitch box 36. To this end, theadjustable hitch bar assembly 34 includes a vehicle portion 44adjustably and removeably attached to a trailer portion 46. The vehicleportion 44 is a generally square first bar 48 that inserts into thehitch receiver 14 and projects rearwardly in a generally horizontalorientation with its longitudinal axis along the centerline of the towvehicle V. The first bar 48 fits snugly into the hitch receiver 14 withvery little clearance and is secured by inserting a standard hitch pin50 and clip 52 into corresponding through holes 54 (FIG. 9). Twoattachment plates 56 attach, such as by welding, to the opposite end ofthe first bar 48, thereby defining a channel 58 between the plates 56for receiving the trailer portion 46 (FIG. 3). Upper and lower slots 60and upper and lower pivot holes 61 for receiving first and secondfasteners 62 provide adjustable engagement with the trailer portion 46(FIG. 6). In operation, the trailer portion pivots about the pivot hole61 for positioning relative to the vehicle portion 44. A crosspiece 64extends between the two attachment plates 56 and defines a hole 66 forreceiving a fastener, such as a pin 68 with spacers 69 slid over the pin68 (FIG. 5).

The trailer portion 46 is a generally square second bar 70 that insertsinto the hitch box 36 and projects forwardly in a generally horizontalorientation with its longitudinal axis along the centerline of the towvehicle V (FIG. 9). An upright 72 extends perpendicularly from an end ofthe second bar 70 and is positioned to insert into the channel 58 of thevehicle portion 46 (FIGS. 5-6). A support 74 attaches between the secondbar 70 and the upright 72, such as by welding, to provide additionalstrength to the trailer portion 46. A plurality of holes 76 in theupright 72 provide for adjustable engagement with the upper and lowerslots 60 of the attachment plates 56 of the vehicle portion 44 usingfirst and second fasteners 62. As shown in FIGS. 3-7, the plurality ofholes 76 along the upright 72 allow the trailer portion 46 to engage thevehicle portion 44 at multiple elevations. For even further elevationoptions, the trailer portion 46 can be inverted (FIG. 8) or the vehicleportion 44 can be inverted. The slots 60 allow the trailer portion 44 tobe positioned at multiple angles relative to the vehicle portion 44(FIG. 7), such as about 8° to 10°. The upright 72 rests against the pin68 with spacers 69 to secure the upright 72 at the desired angle (FIG.5). The number of spacers 69 can be added or removed to achievedifferent angles for the trailer portion 46 relative to the vehicleportion 44.

The trailer portion 46 includes over-center latch tabs 78 welded to eachside of the bar 70 at about the mid-section (FIG. 3). The tabs 78project laterally from the bar 70 and define through holes 80, concaverecesses 82, for coupling with the over-center latch assembly 38 to bedescribed below. The adjustable hitch bar assembly 34 also includes astop 84 welded to each side of the bar 70 and positioned to the rear ofthe tabs 78 for mating with the hitch box 36 to be described below (FIG.9). The stops 84 are wedges with beveled faces facing rearwardly with anangle of about 14°, which forms a generally angled enclosure. Such asteep angle allows for easier engagement between the bar 70 and thehitch box 36.

As shown in FIGS. 9-13, the front member 35 includes a generallyrectangular hitch box 36 joined between an upper plate 88 and a lowerplate 90. The hitch box 36 comprises angular walls 92 joined to form apartially funnel-shaped enclosure that narrows from a front end towardsa back end for receiving the adjustable hitch bar assembly 34. Theinterior dimensions of the angular walls 92 should provide enoughclearance so the bar 70 of the trailer portion 46 can extend to the rearof the hitch box 36 when inserted. In addition, the walls 92 are angledto match the beveled faces of the stops 84 of the adjustable hitch barassembly 34 for proper seating. The upper plate 88 and lower plate 90include four front holes 94 for attaching the over-center latch assembly38 and four back holes 96 for attaching converging links 98.

As shown in FIGS. 9-13, the over-center latch assembly 38 is similar tothe one disclosed in U.S. Pat. No. 4,811,967, which is used to securethe front member 35 containing the hitch box 36 to the adjustable hitchbar assembly 34. The over-center latch assembly 38 includes a left latch100 and right latch 102 each comprising a pair of connecting links 104,a vertical tube 106, a pivot pin 108, a thrust link 110, a latch pin111, and a safety pin 114. Each connecting link 104 is a straight bardefining front through holes and back through holes. The pair ofconnecting links 104 are connected in parallel by hingedly attaching thepivot pin 108 between the front holes and by fixedly attaching thehollow vertical tube 106 between the back holes. The pivot pin 108defines a transversely directed threaded bore for receiving the thrustlink 110 located midway between the two connecting links 104. The thrustlink 110 is a threaded rod with a cross head 112 which inserts into thethreaded bore of the pivot pin 108 so the surface of the cross head 112is presented away from the pivot pin 108 for engaging the latch tabs 78of the adjustable hitch bar assembly 34. The thrust link 110 can bescrewed either in or out of the threaded bore to allow for anyadjustment needed to ensure a tight fit with the latch tabs 78. Torotate the pivot pin 108 and thrust link 110 about a vertical axis,hexagonal heads 115 are attached to each end of the pivot pin 108. Thehexagonal heads 115 can be engaged by a conventional end, socket or boxwrench to rotate the pivot pin 108 and thrust link 110 to engage anddisengage the adjustable hitch bar assembly 34. The left latch 100 andright latch 102 are attached to respective front holes 94 of the frontmember 35 containing the hitch box 36 by inserting each latch 100 and102 in between the top and bottom front holes 94 so the vertical tubes106 align with the through holes. To secure both latches 100 and 102,latch pins 111 are inserted through the front holes 94 into the verticaltubes 106 so the latches 100 and 102 can rotate about a vertical axis.For additional security, the latch pins 111 can be secured with cotterpins or other suitable means.

To secure the adjustable hitch bar assembly 34 to the front member 35,the bar 70 of the adjustable hitch bar assembly 34 inserts into thehitch box 36 until the stops 84 seat against the walls 92 of the hitchbox 36. The latches 100 and 102 pivot from a slightly outward directionto a slightly inward position, referred to as the over-center positionso the connecting links 104 rest against a reinforcement band 192 aboutthe opening of the hitch box 36. A conventional end, socket or boxwrench engages the hexagonal heads 115 of the pivot pins 108 and rotatesthe pivot pins 108 and thrust links 110 so the cross heads 112 engagethe recesses 82 of the latch tabs 78, also referred to as theover-center position. In this position, the front member 35 is preventedfrom moving laterally or vertically with respect to the adjustable hitchbar assembly 34. Of course, the over-center latch assembly 38 preventsthe front member 35 from pulling away from the adjustable hitch barassembly 34. For extra safety, the safety pins 114 are inserted into thethrough holes 80 of the latch tabs 78. The safety pins 114 prevent thelatches 100 and 102 from moving outwardly away from the over-centerposition. Of course, before anyone attempts to swing either latch 100 or102 outwardly in order to disconnect the front member 35, the safetypins 114 must be removed.

The rear member 42 is a generally rectangular frame having a U-shapedlower member 116, which can comprise a lower plate and two end blocks,with yoke extensions 118 pivotally attached to each end of the lowermember 116 and extending rearwardly for connecting to the yoke assembly40 with fasteners 120 (FIGS. 9-13). A hitch ball 26 mounts to the lowermember 116 at about the midpoint for receiving the coupler 24 of thetrailer T. A front plate 117 extends across the front portion of thelower member 116. A generally C-shaped guard 122 extends between theyoke extensions 118.

The yoke assembly 40 includes two side members 124, each having asubstantially parallel forward section 126 and an inwardly angled rearsection 128. The rear sections 128 attach to a tail section 130, whichincludes a bar 132 with a tail tube 134 extending rearwardly. A crossbar136 extends between the side members 124 to provide support. Attachmentplates 138 extend upwardly from the forward section 126 to define achannel 140 for engagement with the yoke extensions 118. Slots 142provide for adjustable engagement between the yoke assembly 40 and theyoke extension 118 to accommodate different couplers and different framesizes.

In operation, the pulling and stopping forces are transmitted from thetow vehicle V through the hitch receiver 14 to the adjustable hitch barassembly 34, from hitch bar assembly 34 to the hitch box 36 to theconverging links 98, from the converging links 98 to the rear member 42,from the rear member 42 to the hitch ball 26, from the hitch ball 26 tothe trailer coupler 24, from the trailer coupler 24 to the trailer frame22.

As shown in FIGS. 13, 16, and 17, the steering function of the hitchassembly 10 of the present invention is accomplished through a tailsupport assembly 150, a yoke assembly 40, and converging links 98. Theconverging links 98 are similar to the ones disclosed in U.S. Pat. No.4,722,542 and U.S. Pat. No. 5,660,409, hereby incorporated by reference.The tail support assembly 150, and converging links 98 effectively movethe pivot axis for the hitch assembly 10 to near the rear axle of thetow vehicle V. This projection of the pivot axis provides the hitchassembly 10 with good lateral stability with little or no tendency tosway or fishtail when buffeted by cross winds or when otherwisesubjected to lateral forces.

As described above, the rear of the yoke 40 has an extended tail tube134 that engages the tail support assembly 150. The tail supportassembly 150 comprises channels 153 extending inwardly from brackets 166which are secured to the trailer frame 16 with fasteners 170. A crossbar154 extends between and attaches to the channels 153, and a bracket 156attaches to the underside of the crossbar 154 and extends downward so aroller 158 is parallel with the crossbar 154.

When assembled, the tail tube 134 rests snuggly inside the tail bracket156. Although the roller 158 allows the tail tube 134 to move forwardand backward along the longitudinal axis of the rear member 42, the tailbracket 156 restricts any other lateral movement of the tail tube 134.The ability to move forward and backward accommodates any movementcreated by uneven roads, since the trailer T remains parallel with thelongitudinal axis of the tail support assembly 150 at all times.

The converging links 98 are straight links of equal length havingbearings 152, such as tapered roller bearings, on each end for pivotallyconnecting the front member 35 to the rear member 42. When assembled,the converging links 98 are equidistant from the centerline M andconverge forwardly (FIG. 13). The convergence is such that the links 98,if extended forwardly, will intersect along a centerline M perhaps aheadof the rear of the tow vehicle V, perhaps ahead of the rear wheels 12.When the trailer T is directly behind the tow vehicle V, the links 98are symmetrically positioned. When the trailer T shifts to one side orthe other during turns, the convergence intersection transfers to pointswhich are closer to the front member 35 and offset from the centerlineM. Together, the converging links 98 effectively move the pivot axis forthe hitch assembly 10 to near the rear axle of the tow vehicle V.

The relative relationship of the elements of the hitch assembly 10 whenthe tow vehicle V and trailer T are negotiating turns are shown in FIGS.13-14. As the tow vehicle V turns relative to the trailer T, theadjustable hitch bar assembly 34 and front member 35 necessarily move inthe direction of hitch receiver 14 on the tow vehicle V. Simultaneously,the converging links 98 pivot to allow turning while maintaining theeffective hitch pivot axis near the rear of the tow vehicle V. As theindividual links 98 pivot, the relative radius of the links 98 shortendrawing the rear member 42 forward towards the front member 35. Thetrailer T remains parallel with the longitudinal axis of the rear member42 because the trailer T is rigidly attached with the yoke 40 along agenerally horizontal plane to the rear member 42.

Where the tongue weight of the trailer T is quite heavy, it is desirableto redistribute the weight of the trailer T, so that more of it iscarried by the wheels of the trailer T and the front wheels of the towvehicle V and less of it by the rear wheels 12 of the tow vehicle V. Tothis end, spring bars 160 and the jack assembly 162 distribute thetongue weight among all the tow vehicle wheels 12 and all the trailerwheels 18.

As mentioned above, the spring bars 160 are attached to the rear portionof the front member 35 with bushings 161 (FIG. 10). The spring bars 160extend rearwardly and horizontally at an outward angle to attach to thetrailer frame 16 via the jack assembly 162 (FIG. 2). The outward anglepositions the rear ends of the spring bars 160 into near alignment withthe side members of the trailer's A-frame 16. The spring bars 160 alsoslope downward toward the rear to allow for tensioning.

In the embodiment of FIGS. 1-20, the bushings 161 include an innerbushing 163 pivotally attached to the spring bar 160 and an outerbushing 165 attached to the front member 35. To assemble, the innerspring bar bushing 163 slides over the spring bar 160 until the slots167 and 171 are aligned. The disk 169 inserts into the aligned slots 167and 171 (FIG. 15). The spring bar 160 with inner spring bar bushing 163and disk 169 in place inserts into the outer spring bar bushing 165.With the inner bushing 163 inserted into the outer bushing 165, the disk169 is secured within the slots 167 and 171 and the spring bar 160 issecured even when no tension is applied to the spring bars 160. The disk169 can move freely within the aligned slots 167 and 171 to preventbinding or breaking of parts during rotation of the spring bar 160. Forreplacement after wear or failure, the inner bushing 163 is removeable.Furthermore, different sizes of inner bushings 163 can be inserted intoouter bushing 165 to accommodate different sized spring bars 160.

The inner bushing 163 attaches to the front member 35 with a spring barbushing plate 173, which extends outwardly from a lower end of the innerspring bar bushing 163. The bushing plate 173 includes a recess 177 thatseats against the outer surface of the bearing 152 located in the frontmember 35. A fastener extends through the lower plate 90 on the frontmember 35 and the spring bar bushing plate 173 to secure the innerbushing 163. This arrangement prevents the inner bushing 163 fromrotating in tandem with the spring bars 160.

The jack assembly 162 comprises a pair of jacks 164, jack brackets 166,spring bar links 168, and the spring bars 160. The jack brackets 166 arerectangular plates secured to the top of the side members 16 of thetrailer T by fasteners, such as a U-bolt 170. However, the jack brackets166 can be secured by any other conventional means, such as welding. Thejacks 164 are vertically welded to the top surface of the jack brackets166. The spring bars 160 are attached to the jacks 164 with the springbar links 168. The upper end of each spring bar link 168 is pivotallyattached to each jack 164 and the lower end of the each link 168 ispivotally attached to each spring bar 160 with fasteners 172.Consequently, the jacks 164 can tension the spring bars 160 while stillallowing pivotal movement during turns. The jacks 164 should be crankeduntil appropriate tension is applied to the spring bars 160. Spring barguards 174 are generally horizontal bars attached, such as by welding,to the outer side surface of the jack bracket 166 and positioned abovethe spring bars 160 to reduce the potential for damage. Spring bars havelong been used in conjunction with trailer hitches to achieve betterweight distribution among all the tow vehicle wheels and all the trailerwheels, and the principle will therefore not be described in more detailhere.

FIG. 19 depicts an embodiment of a lot-bar 170, which is used to connectthe front member 35 with the tow vehicle V that does not have a hitchreceiver 14. In many light applications, such as on storage lots, dealerlots, and repair shops, vehicles do not have hitch receivers, but ratherhave hitch balls. In such applications, there is no way to connect thehitch assembly 10 with the tow vehicle V. The lot-bar 170 provides anapparatus to connect the tow vehicle V without a hitch receiver 14 tothe front member 35.

The lot-bar 170 includes a generally square bar 172 that inserts intothe hitch box 36 and projects forwardly in a generally horizontalorientation with its longitudinal axis along the centerline of the towvehicle V (FIG. 19). At the opposite end of the bar 172 is a coupler 174for engaging a hitch ball of a tow vehicle. The coupler 174 is agenerally cylindrical socket that opens downwardly and is sized toreceive a conventional trailer hitch ball. A bail 175 attaches to thefront of the coupler 174 with appropriate fasteners, such as a pin, thatis used to secure the coupler 174 to the ball. An over-center latch tab176 is welded to one side of the bar 172 at about the mid-section. Thetab 176 projects laterally from the bar 172 and defines through hole 178and concave recess 180 for coupling with the over-center latch assembly38 as described above. The bar 172 also includes stops 182 welded to therear of the tabs 176 on all four sides of the bar 172 for mating withthe hitch box 36. Although, the embodiment of FIG. 19 shows only asingle over-center latch tab 176, those skilled in the art willrecognize that a second over-center latch tab can be used on theopposite side of the bar 172. In addition, other couplers can besubstituted with coupler 174 to engage various types of trailer hitchdesigns.

A lock bar 184 extends from the top of the coupler 174 along the lengthof the bar 172 at an upwardly angle of about 30°. A brace 186 supportsthe lock bar 184 in position. A hinged portion 188 of the lock bar 184pivots up for the tab 190 to clear the turn warning assembly 200, whichis described further below (FIG. 20), when inserting the bar 172 intothe hitch box 36. In a locked position, a tab 190 extending downwardlyfrom the hinged portion 188 inserts between about the front portion ofthe converging links 98. Lock pins 194 extending from the tab 190 insertinto mating holes 196 of the front plate 117 (FIGS. 14 and 19). In thelocked position, the tab 190 prevents movement of the converging links98. Thus, all pivoting occurs at the coupler 174. To unlock, the overcenter latch assembly 38 uncouples from the over-center latch tab 176and the lot bar 170 moves forward to disengage the lock pins 194 fromthe mating holes 196. The hinged portion 188 pivots upwardly to let tab190 clear the turn warning assembly 200.

FIG. 20 depicts a turn warning assembly 200 that alerts the operator ifthe tow vehicle V is turning too sharply relative to the trailer T. Awarning box 202 mounts to a stop 203, which is welded to the upper plate88 of the front member 35 to the rear of the reinforcement band 192. Acontact bar 204, preferably made of brass or other electricallyconductive material, protrudes from a slot 206 in the warning box 202. Apair of contact plates 208, preferably made from brass or otherelectrically conductive material, are mounted to the front edge of thelower plate 116 of the rear member 42 with appropriate fasteners and areelectrically insulated from the lower plate 116. An electrical wiringsystem 210 operatively connects the contact bar 204 and contact plates208 to a power source. When the hitch assembly 10 pivots far enough inone direction, one of the contact plates 208 will make contact with thecontact bar 204, thus, completing the circuit of the wiring system 210.When the circuit is completed, a signal is sent to a warning device,such as a horn or other audio or visual device.

As shown in FIGS. 21-24, an alternate embodiment of the hitch assembly300 includes a modified frame 302 with an integrated yoke assembly 304that directly connects to the crossbar 324. As will be seen in thefollowing description, this combination eliminates the need for someelements and facilitates the manufacture and assembly of other elements.For example, a hitch ball 26 and coupler 24 are no longer requiredbecause of the direct connection between the yoke assembly 304 and thecrossbar 324. The jack assembly 162 can be fixed to the frame 302, suchas by welding, rather than removeably attached with jack brackets 166and fasteners 170 (FIGS. 17-18). No provisions are necessary toaccommodate different sizes and types of frames, couplers, and balls.

The frame 302 is a truncated A-frame, in that it has side members 306which converge forwardly and are connected at their forward ends by anupper cross member 308 and a lower cross member 310, which defines angenerally rectangular opening for receiving the yoke assembly 304 (FIG.22). The cross members 308 and 310 should be able to support the trailerload and also withstand the pulling and stopping forces that occurduring operation.

The yoke assembly 304 includes two side arms 312 connected at their rearends and middle portion by respective cross members 314 and 316. Therear cross member 314 pivotally connects to a cross member 318 of theframe 302 using a bearing 320. The middle cross member 316 attaches tothe upper and lower cross member 308 and 310 of the frame 302 using abearing 322 (FIGS. 22-23). The bearing connections allow the trailer totilt from side-to-side in relation to the tow vehicle V for travel onuneven road surfaces. The two side arms 312 are pivotally connected attheir front ends with bearings 326 to a support bar 324 (FIG. 22), whichallows for uneven road surfaces such as humps. The support bar 324 isattached and supported through bearings 328 to the converging links 104of the front member 35. The front member 35 connects to the adjustablehitch bar assembly 34 as described above.

In another alternate embodiment, the bearings are placed above or belowthe respective cross members to accommodate trailers having higher orlower elevation (FIG. 24). In addition, the hitch assembly 300 can bemodified to accommodate straight tongue trailers.

FIG. 25 shows an alternate embodiment of the lot-bar 400, which includesa bar 402, such as an I-beam, inserts into the hitch box 36 and projectsforwardly in a generally horizontal orientation with its longitudinalaxis along the centerline of the tow vehicle V (FIG. 19). At theopposite end of the bar 402 is a coupler 406 for engaging a hitch ballof a tow vehicle. The coupler 406 is a generally cylindrical socket thatopens downwardly and is sized to receive a conventional trailer hitchball. A bail 408 attaches to the front of the coupler 406 withappropriate fasteners, such as a pin, that is used to secure the coupler406 to the hitch ball. An over-center latch tab 410 is welded to oneside of the bar 402 at about the mid-section. The tab 410 projectslaterally from the bar 402 and defines a through hole 412 and a concaverecess 414 for coupling with the over-center latch assembly 38 asdescribed above. The bar 402 also includes stops 416 welded to the rearof the tab 410 on all four sides of the bar 402 for mating with thehitch box 35. Although, the embodiment of FIG. 25 shows only a singleover-center latch tab 410, those skilled in the art will recognize thata second over-center latch tab can be used on the opposite side of thebar 402. In addition, other couplers can be substituted with coupler 406to engage various types of trailer hitch designs.

Changes can be made in the above constructions without departing fromthe scope of the invention, it is intended that all matter contained inthe above description or shown in the accompanying drawings shall beinterpreted as illustrative and not in a limiting sense.

1. An adjustable trailer hitch for coupling a vehicle having a hitchreceiver to a trailer, comprising: a vehicle portion having a first barshaped and sized for engagement with the hitch receiver, the vehicleportion having attachment plates defining a channel therebetween,wherein the attachment plates define a hole pattern; a trailer portionadjustably and removeably coupled to the vehicle portion, the trailerportion having a second bar shaped and sized for engagement with thetrailer, the trailer portion having an upright shaped and sized forremoveable insertion into the channel of the vehicle portion, theupright defining a plurality of openings that are capable of multiplealignments with the hole pattern of the vehicle portion to providemultiple predetermined elevations between the vehicle portion and thetrailer portion; wherein the hole pattern of the vehicle portion isconfigured relative to the plurality of openings to allow angularadjustment of the trailer portion relative to the vehicle portion;wherein the vehicle portion can be inverted to couple with the trailerportion; wherein the trailer portion can be inverted to couple with thevehicle portion; a crosspiece extending between the attachment platesand defining a hole; a fastener engaged with the crosspiece and theupright to secure the trailer portion to the vehicle portion a selectedangular alignment.
 2. The adjustable trailer hitch of claim 1, furtherincluding: a first fastener shaped and sized for removeable engagementof the trailer portion to the vehicle portion; a second fastener shapedand sized for removeable engagement of the trailer portion to thevehicle portion; wherein the hole pattern defines an upper slot sizedand shaped for receipt of the first fastener and for alignment with theopenings of the trailer portion, and an upper pivot hole sized andshaped for receipt of the second fastener, for alignment with theopenings of the trailer portion, and positioned relative to the upperslot; wherein the trailer portion is capable of pivoting about alongitudinal axis of the upper pivot hole to allow angular adjustment ofthe trailer portion relative to the vehicle portion.
 3. The adjustabletrailer hitch of claim 1, further including: a first fastener shaped andsized for removeable engagement of the trailer portion to the vehicleportion; a second fastener shaped and sized for removeable engagement ofthe trailer portion to the vehicle portion; wherein the hole patterndefines a lower slot sized and shaped for receipt of the first fastenerand for alignment with the openings of the trailer portion, and a lowerpivot hole sized and shaped for receipt of the second fastener, foralignment with the openings of the trailer portion, and positionedrelative to the lower slot; wherein the trailer portion is capable ofpivoting about a longitudinal axis of the lower pivot hole to allowangular adjustment of the trailer portion relative to the vehicleportion.
 4. An adjustable trailer hitch for coupling a vehicle having ahitch receiver to a trailer, comprising: a vehicle portion having afirst bar shaped and sized for engagement with the hitch receiver, thevehicle portion having attachment plates defining a channeltherebetween, wherein the attachment plates define a hole pattern; atrailer portion adjustably and removeably coupled to the vehicleportion, the trailer portion having a second bar shaped and sized forengagement with the trailer, the trailer portion having an uprightshaped and sized for removeable insertion into the channel of thevehicle portion, the upright defining a plurality of openings that arecapable of multiple alignments with the hole pattern of the vehicleportion to provide multiple predetermined elevations between the vehicleportion and the trailer portion; wherein the hole pattern of the vehicleportion is configured relative to the plurality of openings to allowangular adjustment of the trailer portion relative to the vehicleportion; wherein the vehicle portion can be inverted to couple with thetrailer portion; wherein the trailer portion can be inverted to couplewith the vehicle portion; and an over-center latch attached to thetrailer portion configured for securement to the trailer.
 5. Anadjustable trailer hitch for coupling a vehicle having a hitch receiverto a trailer, comprising: a vehicle portion having a first bar shapedand sized for engagement with the hitch receiver, the vehicle portionhaving attachment plates defining a channel therebetween, wherein theattachment plates define a hole pattern; a trailer portion adjustablyand removeably coupled to the vehicle portion, the trailer portionhaving a second bar shaped and sized for engagement with the trailer,the trailer portion having an upright shaped and sized for removeableinsertion into the channel of the vehicle portion, the upright defininga plurality of openings that are capable of multiple alignments with thehole pattern of the vehicle portion to provide multiple predeterminedelevations between the vehicle portion and the trailer portion; whereinthe hole pattern of the vehicle portion is configured relative to theplurality of openings to allow angular adjustment of the trailer portionrelative to the vehicle portion; wherein the vehicle portion can beinverted to couple with the trailer portion; wherein the trailer portioncan be inverted to couple with the vehicle portion; and an angledenclosure attached to the trailer portion that narrows from a front endto a rear end, the angled enclosure sized and shaped to seat with ahitch box of the trailer.